In This Issue - Steve Briggs

More documents

Recommendations

Info

cushy cruiser. I liked it. Although it’s not an overwhelming improvement over what I have (I have yet to find a bike that is), it is subtly better in some areas where I want improvement. It offers slightly increased performance in both speed and climbing, and it uses quality components in a package that looks good and rides well. And it allows the flexibility to have a bike built to one’s component specifications. And while it has its drawbacks, such as a limited dealer network (they are selling to twelve dealers currently), the need to adjust the boom for different riders, and the narrowness of the seat for larger riders, it is a bike definitely worth considering. Its appropriateness will turn on what the rider wants most out of a bike. I’ve ridden some highly touted models and not been as impressed as I was with the Wickster. Pro Compact, sleek, and fast Many extras included in price Nice attention to detail Top-quality components Ability to build to own specs Mike Stern and the Wickster Hydraulic disc brakes are standard. So are two water bottle cages and a wireless computer. You can order the bike in any color (no charge). Frog Speedplay pedals (the kind I use) are standard. You get the storage pouch in the back of the seat. You can even customize further by dictating any changes in componentry. You get a complete unit with quality parts. There are a lot of little finishing thoughts that create the impression that they paid attention to detail. Almost all of the cables are covered, and they are also taped together to provide clean lines and a neat appearance. The paint finish appeared flawless. The boom adjustment showed refinement. Conclusion—This bike isn’t for everyone. You need to want underseat steering and a solid ride. Because of its short wheelbase and tight geometry, this model provides response with a minimum amount of guidance. It is a peppy and compact SWB that handles well, climbs well, and responds quickly. It’s more a performance machine than a Con Only under-seat steering offered Only carbon fiber molded shell seat offered Short wheelbase may not work for all riders Limited dealer network (but working on it) Boom adjustment for length Specifications Overall length: 68" Total height: 43" Total width: 30" Wheelbase: 36" Seat height: 21" Bottom bracket height: 22" Weight: 31 lbs. Price: Wickster $2,434.67 JT Cruiser $2,939.61 HedTurner $3,826.92 All prices include crating and shipping. The Trimuter Trike The most fun one can have in recumbent riding is on a tadpole trike. Cruising along barely off the ground, turning on a dime, reclining in a race car-style cockpit, one is master of the road. That is, of course, until the first dog runs out and looks you level in the eye. But tadpole trikes are a kick to ride. In addition to the Trimuter, Wicks makes frames for other independent trike dealers. It is configured similarly to a Greenspeed. This unit offers a real alternative to two-wheel cycling. Frame/Steering—The frame is a simple configuration of connected 4130 CroMoly tubing with all TIG welds. It has a main tube running from the bottom bracket to the rear wheel, with angled cross tubes running to the front wheels. The seat frame is more than attached, it is part of the main support geometry of the unit. It offers Centerpoint Ackmerman steering. The steering bar runs underneath the carriage of the trike, and steering rods are attached near the center point of the bar. They then cross with the right-side rod going forward to the left wheel and vice versa. The under-seat bar is attached to the handlebars, which rise vertically at each side of the rider. When you steer to the left, the right rod pushes the left wheel in the direction of the turn. The whole operation is smooth, effortless, and responsive. Seat—The seat consists of a steel frame with an angled top cross tube. It is supported by diagonal tubes welded from the top of the seat frame and which run to the rear dropouts. In conjunction with the chainstays, which run from underneath the seat to the rear dropouts, a solid, stiff triangle is formed that firmly supports the rear wheel. Nylon mesh is strung with bungee cord, which provides the actual seat support and shock absorbency. There is no lumbar support, but the cords can be tightened or loosened to allow the seat to adapt to one’s shape. There is no seat adjustment, but I found the seat angle to be ideal. Shifting/Components—The double crankset and cassette are Shimano Ultegra. The rear hub is a Sachs internal three-speed with eight external cogs. Shifters are Shimano Dura-Ace bar- ends. Shifting was flawless, and because the handlebars are vertical, the shifters are operated with thumb and forefinger, an ideal arrangement. There is an indexed twist grip on the left bar to shift the internal rear hub. In such an arrangement the shifting becomes fun. The rear derallieur is indexshifted, the front is friction-shifted, and the internal rear hub is index twist-grip shifted. I found them all to operate flawlessly. Gear- inch range is 23-128. Gears are 48-speed Sachs/Shimano (3 x 8 x 2). Shifting was easy and responsive. It was like running though the gears of a sportscar. 14 Recumbent Cyclist News No. 69
Drivetrain—The bottom bracket is six inches above the seat. The chain runs diagonally downward, around an idler, and directly to the rear wheel. It then returns along the same path, over the same idler (different channel) and back to the chainring. The pedaling force pulls the chain forward from the rear wheel and around the pully, which rotates on steel bearings. It then returns to the rear wheel running through a grooved extension of the unit. The sides of each unit are bevelled slightly outward so the top of the chain edge does not come in contact with the sides of the pulley or groove. According to Wicks, this reduces any noise from chain contact. The chain is enclosed in chainguards (similar to what is found on BikeE) from the chainrings to the idler. Brakes/Wheels/Rims—Brakes are twin Sturmey Archer drums. I didn’t like them as much as the disc brakes on the Wickster, but they were sure in stopping without problem or noise. Rims are by Sun. Standard tires are three 20 x 1.35" Primo Comets (I share the feelings of the editor regarding these tires, and while they are adequate I would opt for an upgrade). Because of the drum brakes, none of the wheels have quick-release mechanisms but that only affects the back tire. The two front tires are not in forks so in case of a flat the tube can be replaced by placing the unit on its side and removing the tube without unbolting the wheel. This is not an option for the back wheel, however, so don’t get a rear flat! Comfort/Ergonomics/Fit—The seat, which lacks adjustment for angle, is inclined to 45 degrees from horizontal. It was comfortable and supportive, and I had no problem with it in its standard configuration. The ride is a little rough given the closeness of the seat to the ground and the solidity of the frame. I find this to be true of all trikes. This was not bad, just noticeably different from the Wickster. Rider fit is adjusted by a sliding boom with infinite settings, the same as on the Wickster. Seat height is 10" and bottom bracket height is 16 1/4" so those who have problems with high bottom brackets beware. I know of no tadpole trike that doesn’t share this configuration. I had no foot problems in my test runs, but I might have overlooked it because I was having such a great time. I ride a bike with a high bottom bracket. My wife does not. She had no problem with the high bottom bracket. Clipless pedals or other apparatus to keep feet on the pedals is highly The Wicks Trimuter recommended to avoid leg suck (your foot falling off the pedal at speed and ending up under the unit). Ride/Handling—I did not go as fast on the trike. That may be because of the increased weight I was moving (42 pounds). Yet, I felt like I was. That was due to my racing along the ground barely one foot above it. I thought I was really flying. Yet, when I looked at the cyclometer (again standard) I was surprised. It would read 14 mph when I was sure I was doing 20. But the illusion of speed contributes to the enjoyment. The cornering ability adds to the fun. I made hard turns at 10 mph to see if I could get a wheel off the ground. I couldn’t raise the wheel, but I did raise my anxiety level. I felt like a Formula One driver. This doesn’t mean the trike won’t tip. However, at speeds I was willing to chance in a turn it did not. Hill climbing was satisfactory. Again, the weight held me back. I found I exerted more effort to get up the hill. Of course, the payback is that in a headwind, being one foot off the ground makes for less wind resistance. And when you crest that hill and start down the other side May/June 2002 15
Page 1 and 2: Issue No. 69 May/June 2002 Greenspe
Page 3 and 4: USA can have a more homebuilt or ex
Page 5 and 6: Recumbent Mail If you have somethin
Page 7 and 8: Cannondale’s Chris Dodman explain
Page 9 and 10: cellent owner’s manual. The manua
Page 11 and 12: May/June 2002 11
Page 13: could shift without moving my hands
Page 17 and 18: Visit our website today! www.catrik
Page 19 and 20: tery tucked away in the floor of th
Page 21 and 22: The Ultimate Touring Trike! History
Page 23 and 24: Shipping/Assembly The trike and acc
Page 25 and 26: The Greenspeed GTO in Sherbrooke Fo
Page 27 and 28: Lynn riding the Galloping Goose Tra
Page 29 and 30: Coventry Cycle Works • Easy Racer
Page 31: Easy Racers: Our Customers Speak SU

In This Issue - Steve Briggs

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?